Abstract
KEYWORDS:
alternative fuels, bi-fueled cars, lpg fueling, environmental pollution, engine exhaust emission, bi-fueled cars homologation, dual fueling
ABSTRACT:
Because the LPG (Liquefied Petroleum Gas) offers a significant HC and CO emission benefits and up to 13% reduction in CO2, compared with gasoline, this must to be broached as an important alternative fuel of the future. LPG also emits less benzene than unleaded fuel and 30,000 times fewer particles than diesel, as well as less oxides of nitrogen (NOx). This paper tries to find and to justify the possible priorities of his promotion on all the markets, starting from a Daewoo experience in this field. The future policy for automotive exhaust emission reduction must to be enough of clear and more persuasive concerning the LPG usage. The arguments for LPG have long ago been recognized but the some reticence remain and, here, we will see why. Are these reticence or interest? Vehicle manufacturers could play a decisive role to solving this dilemma. Beyond petrol and diesel, LPG has the third largest market share and is estimated a continuously increasing for the next years. The price policy is a strong point in the successful of LPG promotion as a real alternative fuel of the modern vehicles. All the same, a decisive factor in the strategy of a long-term program concerning the bi-fueled cars, specially, is the vulgar customer satisfaction, perceived as economy, security, durability, comfort and less as environmental pollution. This last argument is on government custody and, generally, must to don't charge the customer with more expenses.
Currently, on Romanian market, only one automobile manufacturer offers an LPG vehicle and this is Daewoo, with the Cielo model. The majority of LPG powered vehicles are converting using after-market kits. However, if the vehicle is an after-market conversion, emission performance will varies widely depending on the type and quality of the conversion. A vehicle calibration process on LPG fueling is not possible to be performed in the service conditions. Also, is necessary an automotive LPG with high octane which does not have to sacrifice the power. In this case, which is the best way to regulate the LPG car homologation? This paper tries, also, to suggest some priorities concerning this anomaly.
Because Romania's average LPG price is 30-50% less than gasoline, the LPG car fleet is in a continuous increase, also the network distribution stations. So, the LPG vehicle market must to be recognized and accepted by the assurance companies, but which are the right conditions for all these? That is another raison for which we need to know and to settle the priorities in that direction.